Door for cars



(No Model.) 10'Sheet s--Sheet 1.

ELL MONROE; DOOR FOR CARS.

No. 557,009. Patented Mar. 24,1896.

Irou ezw-or Witnesses 4 ANDREW aanmm.Pnmounmfmsumsmymc 10 Sheets-Sheet 2 (No Model.)

B. P. MONROE. DOOR FOR (JARS 110,557,009. Patented Mar. 24, 1896.

AHDREW B.GRAHAM PHOTOUIIKQWASNINGTOND C (No Model.) 10 Sheets-Sheet 3.

E. P. MONROE.

DOOR FOR CARS.

I lu e/M0; by fitter/my;

Patented Mar. 24, 1896.

IYCZJS ANDREW EGRMMW PHOTGLITMEWASNINGTOMRC.

(No Model.) 10 Shee ts8heet 4.

E. P. MONROE.

noon FOR CARS.

No. 557,009. I Paten t d Mar. 24, 1 896.

Witnesses wawboiw ANDREW EGRAHAM. PHD'TO-U'I'HQWASIIINGTOKDQ (No Model.) 10 Sheet s--Sheet 5.

E. P. MONROE.

x DOQR FOR CARS. No. 557,009. Patented Mar. 24, 1896.

ANDREW BJSRAHAN. PNOTO-LFIHO.WA5NIN G'I'UNJIQ (Nb Model.) I 10 Sheets-Sheet 6.

. E. P. MONROE.

DOOR-FOR CARS.

No, 557,009. Patented Mar. 24, 1896-.

.lizvewtor.

Witnesses 1'7 (twain Peamjiomroe i I v Was/wow? ANDREW B GHAHAM.FHDYD-U'NQWASNINEETON D.C.

(No Model.) 10 Sheets-Sheet 7.

- E.P.1VIONROE.

DOOR FOR CARS.

No. 557,009, Patented Mar. 24, 1896.

llllll II Witnesses I maven/tar:

Edw Peak/Monroe IN DREW EGfiAHAM. PHOTO-UTHQWASHINGTUMD (Zv (No Model.) Y 7 10 Sheets--Sheet"8. E. P. MONROE. DOOR FOR G ARS.

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g No. 557,009.

\ III N m a cw v 5 Wzimeases (N Model.) 10 Sheets-Sheet 9.

E. P. MONROE.

DOOR FORVGARS'.

Patented Mar.-24,-1896.

Fl G132:

10 Sheets Sheet' 10.

E. P. MONROE.

(No Model.)

DOOR FOR ems.

Patent ed Mar. 24, 1896-;

ANDREW B GRAHAM. FNOYQ-LITNQWASHINGTUNJL.

" f NITED STATES PATENT OFFICE.

ED\VIN PE AR MONROE, OF PHILADELPHIA, PENNSYLVANIA.

DOOR FOR CARS.

SPECIFICATION forming part of Letters Patent No. 557,009, dated March 24, 1896.

Application filed April 8,1895. Serial No. 544,951. (No modeL) To a whom it may concern:

Be it known that I, EDWIN PEAR MONROE, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Doors for Cars and other Structures, of which the following is a specification.

My invention relates to improvements in doors for use on railway-cars, warehouses, barns, or other structures, and also in dwellings; and it consists in the novel constructions and combinations of parts hereinafter fully described, illustrated in the accompanying drawings, and specifically set forth in the claims.

- The door has been devised mainly for use in connection with freight-cars or other structures having doors which close from the outside and which shut into their casings flush with the outside surface or boarding of the car or other structure, so as to present an even continuous surface, which will prevent access to the interior of the car of rain, snow, dust, sparks from the locomotive. &c., the construction also rendering the doors less liable to be injured by coming into contact with other cars or obstructions.

Certain features of my invention are also applicable to doors other than car-doors, and when applied to a car the door is available for use in connection with a supplementary ventilating-door, whereby it is rendered es pecially applicable to fruit-cars and the like.

My improved door is so cpnstru'cted that when unlocked it will automatically swing out clear of the side boarding of the car, so that it is free to be moved longitudinally on its suspending-rail until the door is either fully or partially opened. Furthermore, the face of the dooris not cutaway to receive the hangers and is leftwithout projection of any kind. Nuts and screws have been largely avoided, so as to lessen the risk of loosening of parts by the jarring of the car. l/varping, twisting, shrinking and swelling of either the door or side have been provided for. The operative parts are well covered and protected from rain, snow, ice, or liability to injury either from inside or outside. The parts are simple and not liable to get out of order, and

the structure is as nearly burglar-proof as wooden structures can be made.

In the accompanying drawings, Figure 1 is a side view of a car having a door constructed in accordance with my invention, the door being shown in the closed position. Fig. 2 is an inside view of the car, also showing the door closed. Fig. 3 is an enlarged vertical section on the line 3 3, Fig. 1, but showing the door swung outward prior to being run back, so as to uncover the door-opening. Fig. 4 is an enlarged vertical section on the line at 4, Fig. 1, but showing the door fully opened. Fig. 5 is an enlarged vertical section on the line 5 5, Fig. 1, showing the door closed. Fig. 6 is an enlarged sectional plan View taken on an irregular line 6 6, Fig. 1. Fig. 7 is an enlarged sectional plan view taken on the line 7 7, Fig. 1. Fig. Sis a perspective view illustrating a modified form of a hood, formingpart of the structure. Fig. 9 is an enlarged section illustrating means for supporting the tram-rail for the door-hangers. Figs. 10, 11, and 12 are perspective views of different forms of tram-rail brackets. Figs. 13 and 14 are enlarged views of the doorhangers, trolley, and hinging device, Whereby the hanger is connected to the door. Fig. 15 is a side view, partly in section, of another form of hinging device for the hanger, illustrating a special means of adj usting the same. Fig. 16 is a perspective view of the locking devices for the door and of mechanism connected therewith for operating the same. Fig. 17 is an enlarged vertical section, partly in elevation, of part of said operating devices. Fig. 18 is an enlarged sectional plan View of part of the carstructure and of a latch-keeper secured thereto. Fig. 19 is a View illustrating a modified form of latchkeeper and parts connected therewith. Fig. 20 is a vertical section illustrating the method of attaching a lower front-corner guide to the door and providing for vertical adjustment of the same. Fig. 21 is a perspective View of a special form of'self-adjusting lower frontcorner guide. Fig. 22 is an enlarged vertical section of the upper part of the car structure and door, illustrating certain buffer -rollers mounted upon the door. Fig. 23 is an enlarged vertical section of part of the door and car side, illustrating a rear bracket-guide on the door and a special form of combined chafing-band and guide-rail for said guide.

Fig. 24 is a perspective View of part of the rear portion of the door, illustrating a special feature of construction of the rear guide therefor. Fig. 25 is a perspective view of part of the car with its chafing-band guiderail, and otherwise constructed with reference to the use of the. special form of rear guide shown in Fig. 24:. Fig. 26 is avertical section illustrating a swinging ventilatingdoor adapted to be used in connection with the main door when the latter has been partially opened. Figs. 27 and 28 are respectively a side view and a sectional plan view illustrating another form of swinging ventilating-door adapted to be used in connection with the sliding main door. Fig. 29 is an enlarged vertical section of the upper portion of the door and part of its inclosing structure, illustrating the application of certainfeatures of my invention to another form of door than that illustrated in the other figures of the drawings. Fig. 30 is a longitudinal section of part of the door shown in Fig. 29. Fig. 81 is a transverse section of part of the door, illustrating a modified plan of securing the pivot-bolt for the door-hanger; and Figs. 32 and 33 illustrate modified forms of tram-rail, trolley, trolley-hanger, and hinge-plate therefor. Fig. 3a is a sectional view illustrating a modification of another feature of the invention, and Figs. 35 and 36 are diagrams illustrating modified forms of locking devices for the door.

Like numerals of reference indicate like parts, and each part referred to will now be more fully described and its connection with my invention set forth.

Commencing at the top of the car the hood 1 (shown in Figs. 1 to 6) is by preference made of bandiron or band-steel, formed with the ends so bent and perforated that the hood can be readily bolted to the cars without brackets or blocks and with the ends rounded or beveled, as shown at 2 and 3, so that blows which they may receive upon either end will either glance off or do less injury than if a straight plate with square end and square blocking was used. The hood also has the further advantage of having the bevel on the front end, 2, made integral with the front of the hood, so that this part of the hood can be utilized to close the door into its opening when flush doors are desired, as when the upper front corner of the door is run in contact with the incline the door will be carried inward until the corner of the door passes be yond the incline and behind a straight portion i, as shown in Fig. 6, and this corner of the dooris thus securely locked, so that freight or other pressure from the inside cannot press this part of the doorout or bring undue strain upon the hangers or track. I do not, however, limit my invention to a hood of this special construction, as the same result may be attained with a soft or hard wood front 5 to the hood by supporting the wood upon blocks or cast-iron brackets 6 and using a separate piece 7 of wrought, malleable, or cast iron to form the incline and locking device, as shown in Fig. 8, for instance; but this latter construction will extend one-half or three-quarters of an inch farther out from the side of the car, and may extend beyond the line of the roof in certain cases, and if so exposed it would be liable to serious injury, and for other good reasons preference would usually be in favor of the construction first specified, although either construction embodies an important part of my invention.

Referring to the track, as shown in Figs. 2, 3, 4, 5 and 9, it will be seen that the track itself is a bar 8 of steel or iron, malleable iron, tubing or other metal, which is preferably circular in cross-section or may have flattened sides, the important element of my invention in this connection being in my method of supporting the track, which, especially in flush doors, is of great importance, as any sagging or deflection of the track will cause the door to strike against its jambs or the boarding of the car and prevent the free closing or opening of the door. For these supporting-brackets I prefer wronght-iron, but malleable iron or other metal may be used.

In Figs. 4, 9 and 10 is shown a form of bracket which I have found especially applicable in differing structures and which embodies the valuable elements of this part of my invention, which consists in bending or otherwise forming the part 9 of the bracket to which the track is to be affixed at such an angle that when it is inserted in ahole drilled through the central diameter of the track its base will not obstruct the free rolling of the trolley upon the track or the passing of the hanger underneath. It further consists in having a shoulder 10, against which the track will abut, so that when the track is riveted onto the bracket these parts will be held firmly together and the part of the track that has been weakened by the drilling will be supported by the shoulder on the bracket.

The bracket has a screw-threaded shank. 11, and a shoulder 12 is formed on the part adjacent to the screw-threaded shank, the object of the shoplder being to form a bearin g against the boarding or the face of the structure so that the bracket will be firmly held when the nut 13 on the shank is screwed up, as shown in Fig. 0. The same result is obtained, as shown in Figs. 3 and. 11, by having the base 12 of the bracket enlarged and putting an ordinary bolt through the opening, and screwing the nut on the bolt, the base of the bracket being thereby firmly held to its place.

In Fig. 12 I have illustrated still another form of bracket in which the inclined supporting-pin 9 is reduced in diameter at the outer end, so as not to weaken the track to the same extent as a full-sized pin, the base 11 having a tubular internally-tilreaded projection 11 for receiving the confining-bolt, this projection being adapted to a recess when applied to the boarded portion of the car, or bearing upon the top beam when located over the door-opening.

My invention is not confined to the forms illustrated, as other forms may be found requisite for applying the track to difierent structures; but the several forms will embody my invention if the connection with the track is at an angle.

The trolleys 1a are provided with antifriction-rollers 15, as shown in Figs. 13 and 14,

although a cheaper construction may be used.

in some of the structures, the only other novel feature of the trolley construction being the making of the groove at the periphery somewhat deeper than usual to prevent derailing.

The hanger 16, as clearly shown in the enlarged view, Fig. 14, only partly encircles the track, the inner side being left open to enable the hanger to freely pass the track-bracket; but the portion of the hanger immediately under the track is extended beyond the center of the track as a guard against derailing of the trolley, and further extended so as to properly offset the hanger-pendant 17. This carrying of the pendant 17 back from the center of the track is of importance, as by this construction cutting through the face of the door is avoided when flush doors are desired, the hanger-pendant being so far inward from the inner side of the door that when the latter is pushed into the door-opening the hanger-pendant will be contained in a beveled recess in the upper part of the door, as shown in Fig. 5. How far this offset should be carried back is governed by the thickness of the door, but should never be carried so that the pendant will strike the siding of the car whether the door is at rest or being horizontally moved.

It will be seen by reference to the drawings that while the upper part of the hanger-pendant is offset the lower or hinged portion is nearly under the center of the track, in order that the door may hang nearly perpendicular and somewhat away from the siding when the door is open. This is due to the fact that the bottom hinges 18 project inwardly some distance from the boarding of the door, so that the axis of the hinge is slightly inward beyond the center of gravity of the door, thereby giving the lower portion of said door a normal tendency to swing inward and the upper portion a normal tendency to swing outward.

The batten-hinges 18 are of wrought-iron, malleable iron or other suitable metal, and have clips 19 inserted between the battens and boarding of the door and held quite securely without special bolts or screws, a lip 20 on the lower end of the clip being let into the boarding or batten, so as to prevent end or side removal without disengaging the boarding from the batten.

It will be noticed that the upper ends of the clips have their hinge portions offset sufficient to carry the hanger-pendant back from the boarding, so that the pendant and door will be free to move laterally to the extent of the offset at its upper part. This construction is of equal value on doors that are not flush, as outside barn-doors,warehouse-shutters and parlor-doors that slide between partitions, as the flexible hanger connection allows for considerable warping or twisting of the doors, as well as for the boarding or other adjacent parts, and is of special value for freight-cars with outside doors.

Vertical adjustment of the batten-hinge can be effected by a proper disposal of wedges or liners 21, interposed between the lip 20 and the top and bottom of a mortise formed in the boarding or batten of the door, as shown in Fig. 14.

In Fig. 15 is shown a batten-hinge without the lip on the clip, the lower end 20 of said clip being round and threaded for the reception of nuts 2l,which bear on the top and bottom of the batten and take the place of the lip and liners in permitting adjustment of the height of the door from the sill, and also such other vertical adjustment as may be found necessary in close-fitting flush doors. Clips of this construction can be made to extend the full depth of the batten, so that the lower nut will have its bearing underneath the batten, as shown, or, if preferred, the nut may be inserted in a mortise at any intermediate distance from the top of the batten.

It will be observed on reference to Figs. 3, 4, 5, and let that the tram-rails have openings therein at an angle both in respect to the vertical and horizontal for the reception of the engaging portions of the supporting-brackets. Hence the point of support of the rail is midway or thereabout between its innermost and lowermost portions, and when the door is moved into the door-opening and the hanger occupies the inclined position shown in. Fig. 5 the support of the rail is in the line of pull of the hanger and the strain upon the rail is thus most efiectually resisted by its supports.

In Figs. 1, 2, 3, 16 and 17 is shown the locking-latch for the door, also the handle-bolt and connections whereby the latch is operated. The latch 22is of iron, steel, malleable iron, or other metal, the pivot-bolt hole and the hole for the connecting-rod pin being punched or drilled if the latch is of wroughtiron or cast if the latch is of cast malleable iron. This latch is usuallylocated above the center line of the door and attached to the inner side of the boarding by a headed bolt or by a casting screwed fast on the inside and having pivotal connection with the latch. The latch is extended along the inside of the boarding until it projects an inch or more beyond the back edge of the door, as shown in Fig.2, the latch being covered and protected the most of its length by the strip 23, which fills the space between the upper and middle batten. The strip 23, being cut away for the play of the latch, is strengthened by the latchplate 24, which plate is secured to the edge of the door and also forms a bearing for the IIO free working of the latch, instead of the latch working upon the wood. The outer end of the latch is made to enter or engage with a keeper affixed to the door post, jamb or boarding, and thus forms the upper locking device of this side of the door, it being understood that when the latch is in the keeper at its low- 7 est point the door will be locked, and when it is desired to open the door the latch is raised by an upward movement of the handle 25, with which the latch is connected by the latch-rod 26, said handle being contained in a recess formed part-1y in the boarding of the door and partly in the strip 23, which extends from the middle to the bottom batten of the door.

The latch-keeper preferably combines a strike-plate 27, akeeper-plate 28, and a guardplate 29, preferably formed in one piece, as shown in Figs. 4 and 18, and composed of steel or wrought or malleable iron, the strikeplate being let into the boarding or siding of the car and the keeper-plate and guard-plate being let into the door post or jamb, as shown in Fig. .18.

The strike-plate serves to prevent contact of the latch with the boarding of the car or with the door-post in case an attempt is made to close the door when the latch is projected.

The inner edge of the keeper-plate 28 forms an inclined surface that will readily receive the latch, and as the latch drops or is drawn down to its lower position the door is drawn laterally inward and against the door-jamb, so as to exclude rain, dust or sparks. The incline, however, does not continue the full travel of the latch, as near the bottom the edge of the keeper-plate is straight, and thus forms a durable and reliable locking-bearing.

Although preference is given to the latchkeeper having its parts all made in one piece, as shown, the parts maybe separately formed by means of bars or plates of iron or steel, properly fashioned, as shown, for instance, at 27, 28 and 29 in Fig. 19.

Extending downward from the handle 25 is a bolt 30, which is directly under the' latchrod and is contained mostly between the lower batten and the boarding, and thus well protected from either face of the door. In fact, the only portion of the locking mechanism not so covered is the handle 25, which is re quired to lock or unlock and move the door horizontally on the track, the outer transverse movement being done automatically by the weight of the door, the inner transverse movement taking place upon slight pressure of the hand either upon the face of the door or upon the handle at the instant of raising the latch. The handle and bolt being made integral are for the purpose of this specification termed a handle-bolt. The bolt, or lower portion, although between the batten and the boarding, is mostly within a groove or cavity formed on the inner side of the boarding, so as not to weaken the batten, upon which the pressure is greatest, and consequently only the inner surface of the bolt is in contact with the batten. By preference this handlebolt is made of wrought-iron, drop-forged 5 but cast malleable iron or other suitable metal may be used.

Above the handle 25 is a projection 31 with a horizontal opening through it, which is so formed that the hasp of a padlock may be passed through it, and when thus locked it will be impossible to move the handle-bolt up far enough in its recess to draw the bolt 30 from its keeper or raise the latch 22 far enough to unlock it; or in place of the lock special seals having stiff-wire connections may be used with equally-good results, or if seals having fine wire are used the wire should be passed through small holes in a lock-stop 32 secured to the door just over the padlock connection 31, and there may be made secure, provided the wire is shortened to little more than will go through the holes and properly seal.

A more convenient and positively-safe seal can be made by passing the small wire through one of the openings formed in the handle and thence through a stationary eye 33 projecting into the bottom of the handle-recess; but in using seals of this class care should be taken to have the wire so passed through the opening in the handle that it will leave only sufficient wire for sealing with little slack, as any slackness of the wire will allow the handle to be raised and the unlocking takes place in proportion to the slack wire and the distance the handle is raised. It will be seen that whether looks or seals, or both, are applied at the same time they will be contained in the handle-recess and will not project beyond the face of the door.

A projection 34 on the inner face of the handle-bolt is adapted to interlock with notches in a chafing-band 35 secured to the boarding of the car, thereby locking the door when fully or partly open by a vertical movement of the handle-bolt, this action taking place by gravitation of the handle-bolt and parts connected therewith Without springs or other special appliances for the purpose.

The projection 34 may be located at any convenient point on the handle-bolt or other part of the locking mechanism where engagement can be made with a notched surface for the purpose of holding the door fully or partly open.

On the top of the door is a band 36, of iron or steel,which serves to greatly strengthen the door and to tie its outside boarding together, the band being bent inward at the ends, so as to hook over the front and back edges of the boarding. The band protects the door from abrasion by its contact with the hood, especially when opening or closing the door, and it also forms a striker for the flush closing and locking of the front corner of the door, and greatly strengthens the door where it is necessary to strengthen it for these purposes. It also assists in protecting the top of the door during driving storms of rain or snow, as well as excluding sparks, cinders', and dirt,

as the upper edge of the band can be made to lower edge of the door for some of the same purposes, and from its position it becomes of special importance in flush-closing doors in preventing rain or snow from getting between the bottom of the door and the sill or boarding of the car and there freezing, so as to make the opening of the door difficult and liable to cause breakage.

The locks top 32 forms a reliable stop for the lock-hasp to strike against when the padlock is applied or for the wire when the upper seals are used. This lock-stop is fitted into the door-boarding and extends through it, so as to be flush with the face of the door, and is held in place by the strip 23, which is immediately behind it,without screws or other devices for holding it in place. A shoulder 38 on the lock-stop 32 bears against the boarding at the top of the handle-recess, and side lugs 39 on said lock-stop are let into recesses in the inner face of the boarding, so as to prevent either outward or downward movement of said lock stop.

Figs. 4, 5 and 7 show the door-sill plate 40, which is of wrought or cast metal, with its front edge extending downwardly at an angle to its upper side, preference being given to rolled angle-iron. The outer edge of the sill is thus greatly strengthened by the downwardly-projecting lip, which is also utilized as a guide-rail, behind which the front-corner guide 41 of the door is made to travel and thereby prevent the front of the door from being swung out beyond a determined distance from the side of the car. If desired, the sill-plate may consist simply of a flat plate having an angle-bar secured to its inner side, one flange of the bar projecting downwardly, so as to form the guide-lip. The front-corner guide is best shown in Fig. 20, on reference to which it will be seen that it has a lip 42 for engaging with the -guide-rail of the sill and a shank 43 contained between the boarding and batten and capable of sliding between these parts for the purpose of adjusting the guide-lip 42 to its proper engagement with the rail of the door-sill,adjustment being effected, as in the case of the trolley-hanger, by liners or wedges 44 inserted in the batten and engaging with a lip 45 on the shank of the guide.

Fig. 21 shows another adaptation of the guide, by which novel construction the guide is made self-adj usting in order that the guide will remain in proper engagement with the sill or guide-rail in case the door settles or from other cause adj ustment is necessary, this object being attained by hanging the guide by an arm 46, extending horizontally to a pivotal attachment on the batten or boarding of the door.

, Fig. 7 shows the door-sill as seen from the upper side with a locking-wedge 47 attached thereto and shown by dotted lines. hen these several parts are in their working position, it will be seen that when the door is moved horizontally the lip 42 of the guide 41 will follow the doWnwardly-projecting rail of the sill until said lip 42 strikes the lockingwedge 47, when a lateral movement also takes place and carries the guide inward until the face of the door is flush with the side of the car, and then the horizontal movement being continued the guide is carried on to the straight portion 48 of the wedge and thus securely locks this corner of the door in the same manner as the upper corner was locked by the straight portion 4 of the upper wedge 2.

If a flush door is not required the lockingwedge will be omitted,and as the lateral movement will not take place the door will simply cover the opening and will remain parallel with the side of the car, but extending outwardly the thickness of the door, provided, of course, that the upper corner of the door is also left free.

On reference to Fig. 3 and to the enlarged view, Fig. 22, it will be seen that the back edge of the door has at its upper corner a roller 49, the purpose of which is to prevent the upper part of the door from abrading the boarding when the door is horizontally moved, and a smaller roller 50 is also applied to the door in a simple and effectual manner by cutting a cavity to receive it in the end of the upper batten a short distance below its upper edge and inserting a pin, rivet or screw 51 through the edge of the batten which runs upon a chafing-strip 52 applied to the side of the car. Either or both of these rollers may be used, but the larger roller at the top of the door is the best protected and therefore the preferable one in most structures.

In order to prevent lateral movement of the hood where not supported by the attaching-bolts, the upper edge of the hood is inserted'into a groove formed in the under side of the roof-boarding or in a piece 53 attached to the roof-boarding or other structure to which the hood is applied.

The door has a rear safety-guide 54, as shown in Fig. 3, the lip of this guide being intended to look under the chafing-band 35. This band as commonly used is for the simple purpose of protecting the boarding from abrasion by the horizontal movement of the door, and is usually of flat band-iron of any desirable width and thickness, but may be of other suitable material. WVith my invention this band is made to serve the additional purpose of a guide-rail, and for this latter purpose the band is brought out from the boarding a sufficient distance to allow the lip of the guide 54 to pass between the band and the boarding, and thus the door is held a suitable distance from the boarding, so that it will move freely in either horizontal direction, and at the same time it will not be thrown IIO outward by the wind or movement of the train, the front side of the door being held by the front-corner guide, which interlocks with the sill-plate. I do not limit this part of my invention to the application of the chafingband in position shown, as the band can be placed higher or lower than shown, and especially for large doors, like barn-doors, it may be necessary to have two or more.

Fig. 3 shows the chafing-band furred out from the boarding with a thin strip of wood 55, the iron and strip being held to the boarding by screws or rivets, but preferably by rivets, with their heads inside the boarding and the smaller end riveted in the iron so as to be flush with its face. Although the furring may be of metal and thus embody my invention, wood strips will better exclude the rain and sleet that run down the boarding and in cold weather would be liable to freeze under the chafing-band, so as to obstruct the free passage of the guide. The guide 54 is adjustable vertically, by means of wedges or liners, in the same manner and for the same purpose as the front-corner guide.

I do not limit my invention to any kind or form of furring, as the same result may be attained by cuttinga channel 56 in the boarding sufficient for the passage of the lip of the guide 54:, as shown in Fig. 23, in which construction the chafing-band 35 would be attached to the face of the boarding in a position to form a hood or cover over the channel, so that the band would not project from the boarding more than its thickness, or in cases where the structure would not be weakened the channel could be made deep enough to have the face of the band flush with the boarding.

The notches formed in the upper edge of the chafing-band to engage the pin or projection 34, formed on or attached to the handle-bolt 30, constitute a locking device, which is especially applicable to freight-cars which have doors hung with antifriction -rollers, which move so easily that in making up trains or on up or down grades the doors are liable to roll back and forth, to their great injury. It is also of importance for fruitcars or other cars which require ventilation through door-openings, as the door can be opened to the desired extent and there securely locked with padlock or seal in the same manner as previously specified. The same result can be attained without notching the chafing-plate by the use of independent stops attached to the side of the car, as shown by dotted lines in Fig. 1, these stops being adapted to interlock with a pin or projection at any point on the handle-bolt below or above the handle.

That portion of the rear guide 54: which engages with the chafing-bar is preferably extended beyond the rear edge of the door, as shown in Figs. 1 and 24. The special object of the extended guide is to prevent derailment at the termination of the forward horizontal movement of the door and when in case of flush doors the door must pass the end of the chafing-iron in its transverse movement when closing flush, as without this extension when the door was unbolted and thrown out of the opening the guide would be quite liable to be thrown so far out that the lip of the guide would be outside the chafing-band and this corner of the door left to swing outward as far as the forward guide would allow. The boarding or door-post of the car is cut away, as shown at 57 in Fig. 25, for the reception of the projecting end of the guide when the door is closed in flush with the side of the car.

I do not limit my invention to placing the guides between the batten and boarding or between the filling-strips and the boarding, as in some structures it may be found advisable to attach the guides to either face of the door, as in either application would be embodied important parts of my invention.

The handle-bolt 30 is adapted to engage with a bolt-keeper 58, attached to the upper side of the sill-plates and extending over the front edge of the same in a position to receive the lower end of the handle-bolt, as shown in Fig. 4:. The keeper might be a simple mortise in the sill of the car or other form of keeper and embody my invention, but preference is given to the form and location of keeper shown in the drawings, for the reason that any dirt or other obstruction falling upon the keeper will be pushed aside or carried through the aperture in the keeper, so as not to obstruct the free entrance of the bolt.

In many cases it maybe advisable to combine with the main door an auxiliary ventilating-door 60, this latter door having the usual stiles and rails, but having in place of panels woven-wire netting for the purpose of free ventilation of the car, while the fine mesh of the woven wire will exclude the sparks, cinders and dirt, this fine wire being protected and the'door greatly strengthened by a grating of iron rods or ornamental metallic plates placed inside or outside of the woven wire.

hen used in connection with a flush door, the ventilating-door may be hung at the top, as shown in Fig. 26, and when not in use is made to swing inside and up to the roof of the car, as shown by dotted lines, and there secured until ventilation of the ear is desired, and then it can be swung to its position in, the door-opening and there firmly secured by horizontally moving the main door so as to engage it with the ventilating-door by suitable means as, for instance,by dowel-pins on the ventilating-door entering cavities formed in the front edge of the main door-while at the same time the main door is automatically locked from further horizontal movement by the projection on the handle-bolt engaging in the notches of the chafing-bar, the locking being secured by lock or seal, as previously set forth.

lVhen the main door is an outside door, the

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construction shown in Figs. 27 and 28 may be adopted. In this case both of the doors are considerably elongated and the bottom of the doors are so far below the line of the flooring of the car that the ventilating-door cannot be swung inside the car, and consequently is hinged or pivoted so as to swing outwardly, and when not in use it is swung so that its face rests against the boarding and is there secured until required for ventilating, when it is swung to the position shown in Fig. 28, and there secured by the overlapping main door.

On account of the elongation of the doors a modification of the guides and chafing-plate or guide-rail is necessary, and this modification is shown in Fig. 27, and consists in the extension of the chafing-plate below the dooropening, so that the lower front-corner guide engages with the chafing-plate instead of the lip of the door-sill.

Figs. 27 and 28 also show a dust and nail guard, the object of which is to prevent the access to the interior of the car of dust, cinders, sparks, smoke and other objectionable matter which might pass through the space between the rear end of the door and the boarding of the side of the car, it being found requisite to allow considerable space between these parts on account of the warping and twistin g of the door and boarding or the bulging of the side of the car when pressed outward by freight, it being a common practice in the transportation of peaches and other table-fruit to prevent their being soiled by objectionable matter to nail a strip of wood to the side of the car,'so as to cover this opening. This nailing is very destructive to the boarding of the car, is inconvenient, and otherwise objectionable, and the object of this part of my invention is to provide a simple and inexpensive attachment that will cover the opening in a more perfect and convenient manner. For the pur pose of excluding the dust a simple plate of band-iron or other metal is hinged either to the edge of the door or to the boarding, the hinge permitting the plate to be forced back, so as to allow free horizontal movement of the door in either direction, and when the clos ing of the opening is desired the plate can be readily swung so as to cover the opening and there secured by a staple and pin or in other suitable manner; but for the double purpose of a dust and nail guard two plates 61 and 62 should be used, one of the plates, 61, being attached to the boarding and being of sufficient width to cover the space where the nails are commonly driven, and the other plate, 62, being intended to cover the space between the door and boarding and extend over the edge of the door to any desired distance. Fig. 28 shows these two plates hinged together, so that the plate 62 can be folded against the plate 61 so closely as to allow the free horizontal movement of the door over the combined plates, and after the door has been moved into its proper position the dust-plate 62 can be swung against the edge of the door and there held securely by engaging with the lockinglatch 22, as shown in Fig. 27, the outer portion of the latch'being notched for this purpose, and when these parts are so engaged they may be secured from disengagement by unauthorized persons by applying the lock or seals to the handle-bolt with which the latch is connected.

When the plate 61 is secured to the boarding of the car, the door must always be opened to the same extent in order to render the guard available; but when the plate 61 is free and the plate 62 is secured to the end of the door the guard is available with any extentof opening of the door.

Figs. 29, 30 and 31 illustrate the application of parts of my invention to a double-faced door, a section of part of the door and of part of the supporting structure being shown in Fig. 29. The track-brackets, trolleys and hangers are the same as previously shown and described. These double-faced doors are especially applicable to baggage-cars, trolley and other street-cars, parlor-doors and other structures where the door is made to traverse between structures that cover both faces of the door when open, said structures limiting the lateral movement of the door.

As doors of this class have but little lateral movement it is not necessary to cut through either face of the door for a proper application of the hangers, and a simple mortise in the upper edge of the door to receive the hinge portion of the hanger-pendant fully provides for all the lateral movement that is requisite. The connection of the hanger-pendant to the door is made in a simple and inexpensive manner by boring a hole for the pivot-pin 64 from the edge of the door and through the bottom of the mortise far enough to get a proper bearing for the inner end of the hingepin. Figs. 30 and 31 show two methods of applying the hinge-pin so as to provide for accurate vertical adjustment of the pin, so that the door can be made to properly interlock with a corresponding door or into a doorjamb. In Fig. 30 the adjustment is made by means of wedges or a suitable number of liners 65 placed over the hinge-pin, the liners being contained in a mortise-opening upon the edge of the door, so that the hinge-pin and liners can be applied from the edge of the door, so as not to mar either face of the door. \Vhen this is not important the liners 66 may be placed over each end of the hinge-pin in mortises extending to the face of the door, as shown in Fig. 31.

In Figs. 32 and 33 l have shown a modified form, of rail, trolleyhanger pendant and hinge. The rail 8 is grooved or U-shaped and has a bracket-flange formed in one piece therewith, the rail being rolled from steel or iron or made of cast malleable iron, as desired. The trolley 14 has a central rib 67 running in the groove of the rail, and the hangerpendant 17 has at the bottom pintles 68 projecting one 011 each side of the same and adapted to sockets in a Ushaped hinge-plate 18, which has sockets 69 at the bottom for the reception of the pintles 68, the hingeplate being secured to the boarding or batten of the door in such manner as to prevent the pintles from leaving the sockets.

In Fig. 34- I have shown an outside door having the handle-bolt and locking-latch affixed to the front end of the door, and instead of the latch locking behind the boarding the latch interlocks with a keeper, which is attached to a vertical jamb 70, the said jamb being affixed outside of the plane of the structure, this construction being especially applicable to the old construction of box-cars, barn-doors and the windows of warehouses. In this construction the handle-bolt when interlocked with the keeper will hold the door from horizontal movement and the lower corner from transverse movement, the upper part of the door being held from transverse move ment by the latch when locked into its keeper. The latch can also be made to hold against the horizontal movement by having a simple notch in the under side of its outer end and so made as to interlock with the bottom of the keeper in the same manner as the latch is shown interlocking with the dust-guard in Fig. 27.

In warehouses having door-sills of stone, or in other structures where the bolt-keeper cannot be conveniently attached, I may prefer to use a latch substantially the same as shown in Figs. 2, 3, 16 and 27, the said latch taking the place of the bolt 30 and located at any convenient distance from the bottom of the door-as shown, for instance, in Fig. 35- said latch being made to engage with a keeper attached to the boarding or structure, substantially as shown in the figures previously referred to.

If it is desired to use two or more latches on the same door the latches may be made to operate simultaneously by connecting them together by a connecting-rod--as shown, for instance, at 26" in Figs. 35 and 36-and the padlock or seal can be attached thereto by so bending the rod as to form an eye 31 to receive the hasp of the lock or the wire seal or any other mechanical equivalent for that purpose. Vith the latch so locked its engagement with the notches of the chafingplate could readily be made by laterally extending either end of the rod 26 so that it would project sufficiently far from the latch and the inner face of the door to so engage; or a separate pin 34*, Fig. 36, could be riveted into the latch or made integral therewith. In

operating latches without the bolt the latch may be bent so as to form ahandle, as shown at 22 in Fig. 35, or a separate handle may be attached thereto so as to make a handle-latch substantially the same in form as what has been shown as the handle-bolt; but in doors having their boarding of narrow strips such form of handle would be objectionable on account of cut-ting the boards apart unless of considerable width, and for other reasons a modified form (i2 handle might be preferred, consisting of aknob 22 of the form commonly used for house-doors or of any similar form riveted or attached to the latch, as shown in Fig. 30.

Having thus described my invention, I claim and desire to secure by Letters Pat- 1. A car or other structure having a doorway, and a tram-rail above the same, and a door suspended from said tram-rail by means of hangers adapted to rest rock laterally upon and travel 011 said rail, the lower end portions of the hangers being pivotally connected with the upper batten upon the inside of said door and inside of the central line of the thickness of the door, the pivot being parallel with the door whereby the door can swing laterally into and out of the doorway.

2. A car or other structure having a doorway and a tram-rail above the same, and a door suspended from said tram-rail by means of a hanger mounted upon the rail so as to travel and to rock laterally thereupon, said hanger being pivotally connected with the upper part of the door on a line parallel with the door and inside of the central line of the thickness of the door, said door having, for the reception of the hanger, a recess which does not extend through the face of the door.

3. The combination of a door and a tramrail,with the suspending hangers, the rail and hangers being so shaped as to permit free swinging or rocking on the rail, said hangers having an offset permitting such rocking, but

preyenting derailing, and said offset being inwardly extended and having a portion of the hanger depending from the inner end of said inwardly-extended portion, said depending portion of the hanger lying on the inner side of the door with its width parallel with the longitudinal line of the door, but having at its lower end a rocking connection with said door, for the purpose specified.

4C. The combination of the door, a tram-rail and hangers adapted to travel thereon, and each having a pendent portion with battenclips fitted between the door and batten, and each having a projecting lip'whereby it is secured in position vertically, said batten-clips being pivotally connected to the hangers.

5. The combination of the door, tram-rail and hangers, with pivotal connections for the hangers having projecting lips and liners or wedges for adjusting said pivotal connections, said liners or wedges being inserted between said projecting lips and the part which receives the same.

6. The combination of a sliding door, a round track-rail, suspending hangers free to swing around the same, and rail-supporting horizontal, and inserted in corresponding openings in the rail whereby the point of support of the rail is substantially midway between the innermost and lowermost parts of the rail.

7. The combination of a sliding door, a round track-rail, suspending hangers free to swing around the same, and rail-supporting brackets having portions inclined in respect to the vertical and horizontal, and inserted in corresponding openings in the rail, the brackets having shoulders or enlargements to strengthen the brackets and formrail-bearings, and the point of support of the rail being substantially midway between the innermost and lowermost parts of the same.

8. The combination of a sliding door, a round track-rail, suspending hangers free to swing around the same, and rail-supporting brackets having portions inclined in respect to the vertical and horizontal, and inserted in corresponding openings in the rail, said brackets having shoulders forming rail-bearings and enlarged bases forming vertical bearings against the surface of the structure to which they are applied, the point of support of the rail being substantially midway between the innermost and lowermost parts of the same.

9. The combination of a sliding door, suspending'hangers attached thereto, a tram-rail and a metallic hood covering the top of the door, said hood having its ends curvedor bent so that the hood can be attached to the structure without the aid of wood or metal blockings. v

10. The combination of a car or other structure, a sliding door, suspending hangers, a track supported on brackets and a metallic hood, the hood having one of its ends bent at 1 an t ngle sufficient to close the upper part of the door flush with the side of the structure when the door is horizontally moved.

11. The combination of a car or other structure, a wooden door adapted to slide horizontally, and to swing laterally, suspending hangers for said door mounted upon the tramrail so as to permit such lateral swing, a hood covering and protecting the top of the door, and a metallic plate formed at an angle and applied near the top of the door and in such a position that when the door is closed the front portion of the door will strike said plate, whereby the door will be closed flush with the side of the structure by the forward move- 'ment of the door.

12. The combination of a sliding door, suspending hangers therefor, and a hood covering and protecting the top of the door and the hangers and having at one end a portion inclined in respect to the sliding movement of the door and a portion parallel with said movement, whereby the door is first moved inward, and then looked in the inner position at the termination of the longitudinal movement of the door.

13. The combination of a door for railwaycars or other structures, the track and hangers for said door, the roof having eaves proj ecting outwardly beyond the door, track and hangers, a strip grooved in the bottom and secured to the under side of said projecting eaves, and a flat depending metal bar inserted in said groove and having its ends attached to the car, whereby said bar constitutes a hood for protecting the top of the door, track and hangers, substantially as specified.

14. The combination of a sliding door and a locking-latch pivoted to the door and extending sufficientl y far beyond its edge to engage with a latch-keeper in the door-jamb or upon the side of the structure, the said latch being provided with and operated by a handle which is rigidly guided vertically both at top and bottom on the door and is connected to the latch by a vertically-sliding rod.

15. The combination of a sliding door and a locking-latch pivoted to the door and extending sufficiently far beyond its edge to engage with a latch-keeper in the door-jamb or upon the side of the structure, the said latch being provided with and operated by a handle which is rigidly guided vertically on the door and is connected to the latch by a verticallysliding rod having a pivotal connection with the rigidly-guided handle."

16. The combination of a door, a handle for horizontally moving the door, a bolt connected to said handle for locking the door, a projecting pin on said bolt, and a chafing-plate attached to the side of the car or other structure and having notches for receiving said pin whereby the door can be held either in a closed, open, or partly-open condition.

17. The combination of the horizontallysliding door having a vertically-sliding handle mounted and guided thereon, said handle being connected above to a swinging latch and below to a vertically-sliding locking-bolt, and serving to operate the two simultaneously and by a direct movement.

18. The combination of a doorhaving a handle contained in a recess in the face of the door and rigidly guided in vertical ways in said door, said handle being connected to a locking-bolt and having one or more openings for receiving a lock-hasp or sealing-wire, with a lock-stop set into the recess of the door and forming a hood for the lock-carrying portion of the handle, said stop, by contact with the lock-hasp or sealing-wire, preventing vertical movement of the handle to open the door.

19. The combination of a door havingahandle contained in a recess in the face of the door and rigidly guided in vertical ways in said .door, said handle being connected to a locking-bolt and having one or more openings for receiving a lock-hasp or sealing-wire, with a lock-stop set into the recess of the door and forming a hood for the lock-carrying portion of the handle and also a guide therefor in the vertical movement of the handle, said stop, by contact with the lock-hasp or sealing-wire, preventing vertical movement of the handle to open the door when said lock-hasp or sealing-wire is in place.

20. The combination of a door having a handle rigidly guided in vertical ways in the door and connected with a locking device said handle having an opening for receiving a lockhasp or sealing-wire, with a lock-stop fitting into the boarding of the car and against which stop the hasp of the lock or wire of the seal will strike on the vertical movement of the handle, said lock-stop also having an opening for the reception of a sealing-wire.

21. The combination of a door and a car or other structure having an opening which will be closed by said door, with a door-sill consisting of an angular plate having a horizontal portion applied to the flooring of the car and a vertical portion projecting down into a 3 recess in front of said flooring and above the projecting car-sill, said vertical portion con- 1 stituting a guide-lip for engagement-with a bracket on the door.

j 22. The combination of a door and a car or 3 other structure having an opening into which 1 said door can be closed flush by a lateral movement, with a door-sill consisting of an angular plate having a horizontal portion apf plied to the flooring of the car, and a verti-l cal portion projecting down into a recess in thedoor and having at one end a wedge for engagement with said bracket, whereby the door will be drawn laterally into the dooropening as it approaches the limit of its for ward movement.

23, The combination of a door, with a bracket-guide connected to the door by an arm inserted between the batten or fillingstrip and the boarding of the door, said arm having a laterally-projecting lip whereby it is secured in its vertical position.

24. The combination of the door, a door-sill having at its front edge a downwardly-projecting flange parallel with the inside of the door, the forward end of the sill having a portion extending diagonally toward the inner edge of the sill so as to form a wedge or incline with which the lip of the bracket-guide can engage, when the door is horizontally moved, said wedge terminating in a portion parallel with the face of the sill for retaining the guide.

25. The combination of a sliding door, with a bracket-guide attached thereto, and having a vertical arm with laterally-projecting lip,

and wedges or liners engaging with said lip, and with the door, said guide interlocking with aguide-rail on the fixedstructure.

2G. The combination of a sliding door, with a car or other structure having a doorway to be closed by said door, and an upper suspension-rail extending across the doorway and longitudinally beyond the same to the full width of the door, suspension-hangers having trolleys running on said rail and supporting the door so that it may have lateral swinging movement, a chafing-band secured to the car side at a point between the top and bottom of the door-opening, and guides on the door engaging said chafing-band to limit outward movement of the door, said guides having no vertical support on the band.

27. The combination of a sliding door and a vertically-sliding handle attached thereto, said handle being connected to the locking devices of the door and constructed to carry a lock or seal, with a lock-stop having a portion extending through the boarding of the door to the face of the same, and side lugsinserted between the batten or filling and the boarding of the car whereby the lock-stop is held without other fastenings.

28. The combination of a sliding door, a continuous guide-rail, and a guide engaging the said rail and pivotally connected to the door so as to swing in a plane parallel to the rail.

29. The combination of a car having a sliding door with a nail-guard plate rigidly secured to the car-body immediately at the rear edge of the door-opening,and a dustguard plate hinged to said nail-guard plate.

30. The combination of a sliding door, a tram-railand door-hangers so shaped as to permit the hangers to rock, said hangers being pivoted to the door and playing in a recess formed in the door between the opposite faces of the same but not extending through said faces.

31. The combination of the car having a sliding wooden door, the hoodprojeeting over the top ofthe door, anda metal chafing and stop plate secured to the front of the door at the top and extending from front to rear of the door, said stop-plate projecting up into the hood.

32. The combination of a car having a dooropening provided at the front end with a ventilating-door closing the opening from top to bottom and mounted so asto be swung into and out of the door-opening, with a sliding main door, also adapted to close the dooropening from top to bottom.

The combination of a car having a dooropening provided at the front end with a Ventilating-door closing the opening from top to bottom and mounted so as to be swung into and out of the door'opening, with a sliding main door also adapted to close the dooropening from top to bottom and adapted to lock the ventilating-door in position when it is swung into the door-opening.

St. A car having a door-opening with ventilating-door hinged at its upper edge to the 

